Fender for cars



(No Models) 5 Sheets-Sheet 1,

A, H. JBLLY. FENDER PoR GARS.

' No. 577,859. i Patented Mar. 2,1897.

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' (No Model.) 5 sheets-sheep 2.

A. H. JELLY. FENDER PoR GARS.

(Hyman.) 5 sheetshm 3. A. H. JELLY. FENDER FOR GARS.

No. 577,859. Patented M-ar.2..1897.

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FENDER PRGARS.

No. 577,859. Patented Mar. 2,1897.

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(No Model.) 5 Sheets-Sheet 5,

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` l FENDER FOR GARS. No. 577,859. Patented Mar. 2, 1.897.

PHoroAurw.. wAsNmsToN o c Darren Starts PATENT OFFICE.

ARTHUR H. JELLY, OF CAMBRIDGE, MASSACHUSETTS.

FENDER FOR CARS.

SPECIFICATION forming part of Letters Patent No. 577,859, dated March 2, 1897. Application tiled November 3, 1893. Serial No. 489,966. (No model.)

To ctZZ whom it may concern:

Be it known that I, ARTHUR H. JELLY, a citizen of the United States, residing at Cambridge, in the county ofMiddlesex and State of Massachusetts, have invented new and useful Improvements in Fenders for Cars, of which the following is a specification.

This invention relates particularly to fenders for use on street-cars, especially those propelled by electric or cable power or other means than horse-power, and it belongs to that class of fenders which Aare held, when in use, ordinarily at a short distance above the track and are arranged to drop at their front edges upon the track in case of neces sity, sothat an object struck by the fender cannot be run over by it or jam med under it. In this device the fender may drop automatically by the force of the impact against an obstruction on the track or be dropped by the motorman or driver previousto striking the obstacle.

The nature of the invention is fully described below and illustrated in the accom panying drawings, in which- Figure l is a front elevation of a portion of a car equipped with my improved fender,

which is shown in the usual position, e'. e., raised a little from the track. Fig. 2 is a side elevation of the same. Fig. 8 is a central longitudinal vertical section, a portion of the lifting-chain being represented as broken ou t. Fig. 4. is a side elevation showing` the position of the fender when not in use. Fig. 5 is a plan of a portion ot' the fender, a small part being represented as broken out. Fig. 6 is a section on line m, Fig. 5. Fig. 7 is a perspective view showing the connection and relation of my device to the air-brake mechanism and electrical power, the car-body being removed.

Similar letters and numerals of reference indicate corresponding parts.

A represents the platform of an electric Streetcar; A', the car-body; A", the dashboard; A"', a seat; ci, the brake-support, sustained by suitable hangers a'; a", the wheels,

and c'" the steps;

y represents the track-rail. A horizontal bar B extends longitudinally and centrally rearward from the brake-support c, and its rear end is sustained by a suitable hanger B', secured to the under side of the car-body.

C is a cross-piece which slides on the bar and is provided with a rearward extension C'. A plate C" is secured to the under side of the cross-piece beneath the bar B. The bar B is provided near its forward end with a vertical hole which, when the cross-piece C is slid forward as far as is possible, becomes coincident with similar holes in the cross-piece `C and plate C", so that a bolt b may be dropped int-o said holes and lock the cross-piece in a forward position.

D is a horizontal and transversely-arranged spring whose central portion bears against the rear sideof the extension C' on the sliding bar (l, while its outer ends, which bend rearward, are engaged by links D', which eX- tend through suitable openings in the spring and are adjustable therein bymeans of nuts D". The forward ends of these links D' are pivotally attached at d to the lower portions of the rear ends of the triangular arms E. These arms are pivotally secured at d', near the upper portions of their rear ends, to the opposite ends of the sliding cross-bar C.

The arrangement of the spring D, links D', and triangular arms E is not new in this invention. The effect is that the springA D, whose central portion bears against the rear side of the extension C', pulls on the links D' and draws the front ends of the arms normally down.

The arms E are connected near their rear ends by across-bar E', which, with said arms, constitutes a supporting-frame for sustaining the bottom part or basket or fender proper, F. This part F constitutes a tilting fender,

and consists of the frame, which is lettered F,

the network or grating F', and the roller F", sustained in the front portion of the frame. The bottom or fender proper, F, is hung pivotally at e from the outer ends of the arms E, and as the points at which it is hung are at some distance from the rear edge of its frame it tilts in the frame instead of swinging, as does a fender which is hinged at its rear edge to its support. The bar E' is horizontally perforated at f(see Figs. 5 and 6) and bolts g are let into the perforations,the heads of said bolts being held in the perforations by means of shoulders f'. These bolts extend against the IOO rear edge of the tilting fender F and are held normally in such position by springs g', confined in the holesf by screws g. Thus the friction of the bolts holds the tilting fender normally in line with the frame E E. The fender is prevented from tilting down at its rear edge (or up at its front edge) by stops l, Fig. 5, which consist of extensions of the rear bar of the frame, such extensions overlapping portions of the arms E.

The fender and frame are sustained in the raised position shown in the drawings by means of the following mechanism: The bunter H is hollow and open at top and bottom. Pivoted within it at II is a latch or trip I, the upper end of which extends up slightly above the bunter and the lower end slightly below it. The lower arm of the catch I is held normally forward by a spring I', which lies in an opening in the front edge of the platform A and extends against said catch. A chain or cord J extends from the cross-bar E and catches over the upper end of the catch I by means of a suitable lock or ring. Pivoted at K to suitable ears or bars O beneath the carplatform is the trip-lever K, whose front end rests normall57 against the rear surface of the lower portion of the catch, being held in such position by the spring K, secured to the under side of the car. A chain or cord L is hooked into a ring Kl on said trip-lever, and passing through the notch E", Fig. 5, in the rear edge of the barE has its lower end caught upon a ring L on the under side of the tilting fender F. A bolt or plunger N lies in a vertical hole in the platform with its head convenient to the foot of the motorman, while its lower end rests on the front portion of the trip-lever K, whose front end is preferably provided with an antifriction-roller Z. A chain or cord P has its lower end secured to the lower edge of the tilting fender F, while its upper end catches a hook P', secured to the dashboard within reach of the motorman.

When the fender is in position for service, t'. e., the position shown in Figs. 1, 2, and 3, the forward end of the tilting portion is raised a little from the track. In case the motorman sees danger ahead he pushes down the bolt N, and hence the forward end of the trip-lever K, which releases the lower end of the catch or trip I. The upper end of the catch flies forward into the position shown in broken lines in Fig. 3, and the chain J, which has been holding up the fender-frame by means of the bar E', allows the fender-frame to drop, it being forced downward by the action of the spring D through the links D/ on the arms E until the roller F" touches and is held on the track, as shown in broken lines in Fig. 3. This roller bears constantly upon the track, even should the car rock considerably, as the hinging of the arms E allows the springD to continue its pressure. Any obj ect on the track, therefore, would be taken up by the fender and could not work under it. After the danger is over the chain P may be used to lift the fender-frame into its former position, when the catch I will resume its original position by means of the spring I, and the trip-lever K will do the same by means of the spring K. When the fender is tipped down, as above mentioned, the relieved trip--lever K allows the chain L to accompany the chain J down sufficiently to allow the fender free movement.

In case an object on the track should be struck and the motorman fail to trip the fender the blow of the front edge of the tilting bottom F against the object tilts down the front edge upon the track, overcoming the friction of the bolts g, which project against the rear edge, and then by the lift or rise of the rear edge of the tilting frame F causes the chain L (which passes through the notch EHto the under side of the said tilting frame) to pull down the trip-lever K and release the catch; but even if the blow should fail to release the catch the tilting fender-bottom tilts down and prevents an object from getting under the fender. A pull on the chain P tilts back the part F as well as lifts the fenderframe.

Then the fender is to be stowed away, the bolt N is pressed down, releasing the trip. Then the chain J is removed from the catch I by moving the upper end of said catch forward, the chain L removed by lowering the trip-lever K, the two chains dropped upon the fender, the bolt b removed, and the fender and frame lifted and slid back on the bar B, the front end being iin ally caught and held up by the knob S, over which the ring P"l is caught, said ring being the connection between the lower end of the chain and the front end of the fender, all as shown in Fig. 4. The ring Pl in the chain P is then caught on the hook P. The chain P may be unhooked at either end and left either on the fender or suspended from the hook P", as desired. The bolts N and b may either or both be removed and used at the other end of the car.

It is deemed desirable that the impact of the fender against an object on the track should not only cause the fender to drop or tilt down, but cause the brake to be applied and shut off the power as well. These three results-viz., dropping the front edge of the fender, shutting oif the power, and setting the brake-are effected substantially simultaneously by the impact of the fender against an obstruction by means of the following mechanism, especial reference being directed to Fig. 7: The rear end of the lever K is bent downward, as shown, so as to engage with a ratchet-wheel 2, fast on ashaft l, having its bearings in hollow circular boxes or drums 8, secured to the under side of the car-body by brackets 4. The ratchet-wheel is held against the lever or pawl K by means of springs 5 within the boxes 3, one end of a spring being secured to a box 3 and the other end to the shaft l. A cord 6 has its ends secured to the shaft l and is wound oppositely thereon, its

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central portion passing over suitably-hung pulleys 7 and around a horizontal wheel 8, fast on a spindle 9, extending from the valve 10 in the pipe 11. One'end of this pipe 11 is connected, by means of a branch 12, with the pipes 18, 14, and 15, leading to the auxiliary reservoir 16, connected with the pump. The other end is connected, by means of the branch 17, with the pipe 18, leading, by means of the branch 19, to the jam or brake-cylinder 20, which connects with the brake-lever 21 by means of the piston 22. The pipe 13 is connected, by means of the pipes 23 and 24, with the valve 25, 26 being the valvehandle, and the pipe 18 is connected, by means of the pipe 27, with the valve. The main reservoir 28 is connected, by means of the pipes 29, 30, 31, and 32, with the valve 25.

33 is the exhaust.

The arrangement comprised in parts num-l bered 1l to 33, inclusive, constitutes an ordinaryair-brake mechanism and needs no further description.

Now when the impact of the tilting fender causes the front end of the lever K to be pulled down, as above explained, the rear end necessarily simultaneously releases the ratchet-wheel 2, and the shaft rotating causes the cord 6 to give a greater rotation to the wheel 8, at the end of which it stops by reason of the cord being secured thereto at 34. The wheel 8 operates the valve 10, and the air-brake is set in the well-known manner.

Attached at its ends to and wound oppositely upon the shaft 1 is a cord 35, which passes over suitably-supported pulleys 36 and around pulleys 37, as shown. This cord is connected at the point shown with an ordinary electrical switch 88, by means of which the electrical current in the wires 39 may be cut out. Thus it will be seen that the dropping of the front edge of the fender, the setting of the brake, and shutting off the current all occur simultaneously and consequent on the impact or blow of the fender on an obstruction on the track.

The shaft may be returned to its original position, and hence the Wheel 8 and switch 38, bya pull on the part of the driver or motorman on the cord 40, which is wound around and secured to a pulley 41, fast on the shaft 1, and extends over the pulley 42 and may be hung by means of a ring 43 on the hook 44 on the dashboard, after which the brake is released in the usual manner.

In practice it is desirable to provide some adjusting device for the chains J and L, whereby either may be-adjusted as to length with relation to the other.

Of course it will be understood that the shape and especially the width of my tilting fender-bottom may be varied as desired, so long as its tilting quality is retained.

Having thus vfully described my invention, what I claim, and desire to secure by Letters Patent, is-

1. A tilting fender sustained in a fenderframe between the front and rear edges of the fender, said tilting fender being adapted to have its front edge tilted down from its normal raised position by the substantially horizontal impact of said front edge against an object on the track, substantially as set forth.

2. A fender pivotally sustained at a point between its front and rear edges by a vertically-movable fender-frame, said fender being thereby adapted to tilt down at its front end from a norm ally-raised operative position toward the road-bed,substantially as set forth.

3. A tilting fender sustained pivotally in a fendenframe at a point between the front and rear edges of the frame or body of the fender, and a spring arranged and adapted to hold the said tilting fender with sufficient strength or firmness to resist 'a tendency to have its front edge raised by the force of its substantially horizontal impact against an object on the track, but to allow the said tilting fender to yield to the substantially vertical blow on its under side produced by the rocking or oscillation of the car, substantially as set forth.

4. In a fender, in combination, a bar or frame sliding longitudinally under the car, a fender-frame hinged to said sliding frame or bar, and a fender-bottom pivotally secured to and tilting on said fender-frame, substan tially as described.

5. A tilting fender sustained pivotally at a point between the front and rear edges of its body portion, and adapted to be slid substantially horizontally under the car, substantially as described.

6. In combination, a tilting fender sustain ed pivotally at a point between the front and rear edges of its body portion, and a longitudinal supportingbar sustained beneath the car, whereby the fender is adapted to be slid substantially horizontally under the car, substantially as set forth.

7. The combination of the frame comprising the bar E andarms E, said bar being provided with the horizontal holes f, springs g, bolts g and screws g and the fender-bot tom tilting in said frame and held normally in line therewith by said bolts pressing against its rear edge, substantially as described.

8. A fender-frame and fender-bottom tilting in said frame, said fender-bottom being held normally in line with said frame by a friction mechanism between the frame and bottom, substantially as set forth.

9. In combination, the car-body provided with the trip-lever K pivoted to said body, the bunter provided with the trip I bearing normally against the front end of said trip-lever, the spring I', the hinged fender-frame and the chain J connecting said frame and trip, said raised trip-lever holding the lower end of the trip normallyforward, substantially as described. y

10. In combination, the car-body provided with the trip-lever K pivoted to said body, the bunter provided with the trip I bearing normally against the front end of said trip-lever,

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the hinged fender-frame, and the chain .I connecting said frame and trip, said trip-lever holding the lower end of the trip normally forward, substantially as described.

11. In combination, the car-body provided with the trip-lever K, the bunter provided with the trip I, the spring I', the hinged fender-frame E E', and the chain J connecting said frame and trip, the tilting fender-bottom F, and the chain L connecting said bottom and trip-lever, substantially as described.

12. In combination, the car-body provided with the trip-lever K, the bunter provided with the trip I, the spring I', the hinged fender-frame E E', the chain J connecting said frame and trip, the tilting fender-bottm F, the chain L connecting said bottomv and triplever, and the chain P connecting the front portion of said fender-bottom with the car in a place accessible to the motorman, substantially as set forth.

13. The combination of the fender-frame E E and the tilting,r fender F, the latter being provided With stops Zwhereby the front edge is prevented from tilting up, substantially as described.

14. In combination, a vertically-hinged fender-frame, a fender-botto1n sustained by said frame and pivotally secured thereto, and a stop whereby the front edge of the fenderbottom is prevented from being tipped up by impact independently of the frame, substantially as set forth.

15. A vertically-hinged fender-frame provided with a life-saving scoop or fender-bottom adapted to be tripped or dropped by the direct impact of an object on the track against the front edge as distinguished from an attachment thereto, substantially as s et forth.

16. A vertically-hinged fendereframe provided with a life-saving scoop or fender-bottom adapted to be tripped or dropped by its direct impact against an object on the track, and held down in continuous contact with the track by a spring, substantially as described. i

17. In combination, an air-brake lnechanism, an electrical switch for turning on and cutting out an electric current, the shaft l supported by the car-body and provided with the spring 5 and ratchet-wheel 2, the lever K engaging with said ratchet-wheel and operated by the dropping of the car-fender, the wheel S actuating the valve and connected with the shaft by the cord 6 secured at its ends to and wound reversely on said shaft, the cord secured at its ends to and wound reversely on the shaft and connecting with the electrical switch, and the cord wound on the shaft and leading to a point within reach of the driver, substantially as set forth.

18. In con1bination,a vertically-hin ged fender-frame provided with a life-saving fender or guard, a slideway suitably attached to a car, a slide supported by and moving longitudinally with relation to said slideway and connecting said slideway and fender whereby the fender may be brought forward from a retracted inoperative position beneath the car into a substantially non-vertical position for operative use, suitable means of support whereby the fender may be maintained with its front end normally raised from the roadbed or track when in said forward operative position, and mechanism within control of the motorman or driver whereby the said front end may be instantly brought down in case of emergency from said normally-raised operative position toward the road-bed or track, substantially as set forth.

ARTHUR Il. JELLY. Witnesses:

HENRY W. WILLIAMS, J. M. HARTNETT. 

